Oil pump



Oct-1a, 1925.

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J. E. CANOOSE on. Pul P rum June so, 1924 s Shouts-Shut 4 Section DD Section. E! Section F F Bi 13 F 1 4 Section BB Seclio 0 Oct. 13, 1925- j 4 J. E; CANOOSE 011. PHI? 7 Filed June 30 92 5 Sheets-Sheet 5 Fig-17 Big. 2 2

Inverdor Attorney Patented Oct. 13, 1925.

JOHN E. ,CANOOSE, 0F BROOKLYN, YO'RK.

AT NT FFI OIL rUMP.

Application filed June so, 1924. Serial No. 723,374.

To all whom it may concern. I

Be it known that I, JOH E. CA oosn, a

citizen of the United States, residing at Brooklyn, New York, have invented new and useful Improvements in OilPumps, of which. the following is a specification.

This invention relates to improvements in oil pumps and more particularly to oil pumps especially designed forcooperation with internal combustion engines of the Diesel type although it is, of course, to be understood that without material modification various features of the invention as hereinafter described are applicable toother mechanisms.

In order thatfa clearer perception of the present invention may be had and the ob jects sought to be accomplished thereby the pump or control mechanism will be hereinafter described with particular relation to its application to Diesel engines for measuring the fuel supplied thereto.

The desideratum of the present invention is to obtain positive suction valve control through the entire suction stroke as well as through any desired part of the discharge stroke.

These functions cannot be obtained with the reciprocating types of control now in standard use. This last type of mechanism is open to a number of objections, for example, i 1

First. Restriction of suction during first part of the stroke dueto failureof mechanism to positively open the suction valve. This restrlctlon results in augmented stuffing box leaks around the pump plungers;

.1 and also, reduces the time the oil has to follow the plunger. Due to the necessarily restricted suction valve opening areas, and.

to the inertia of the oil, it isimperative that all available time be used with open suction 7 valve to allow the oil to follow the plungers 1 sults in spring troubles and also causesvalve to have greater, inertia at reduced powers which tends to increase lagging of valve at reversal pomts.

Third. In multi-cylinder engines it is necessary, where uslng the standard reciproeating control mechanism, to control the fuel pumpplungers 1n groups to keepcomgroups of twos and threes in six cylinder engines and in groups of fours in eight c'yl inder engines, no two cylinder working cranks are tlmed together.

Varying the cyclic time of fueling the spray valves results in non-uniformity of atomization of fuel to the different cylinders, during injection, where the same atom izer elements are used in all cylinders ofthe same engine. This is because, that in one spray valve, which is fueled immediately after closing, the oil has nearly the full length of the cycle time to flow through the atomizer element by gravity ;-but in another which is fueled just before opening, the oil has no time to flow through theatomizer element by gravity.

Fourth, "The reciprocating control requires the engine to be jacked so as to bring, the pump to an exact position in its stroke for set-ting tappet clearances, becausethe tappet clearances vary with the throttle setting. This operation of jacking to predetermined points requires precision beyond theca'pacity of ordinary mechanics with ordinary tools. The result of improper adjustment in this case is,'that one group of plungers is in unbalanced adjustment as compared with the other group. This causes the corresponding cylinders to be overloaded or underloaded as the case may be. That this group maladjustment does exist where good adjustment has been assumed, is corroborated by engine block test records and performances of engines in prac ties. The mean effective pressures shown on the indicator cards show the above group unbalance.

It is, therefore, a further object of the present invention to provide a simple and practical fuel feed mechanism particularly adapted to overcome the objections above noted and common to the usual reciprocating type offeed control, which mechanism will be reliable and efficient in use and operation.

A further object is to provide such a mechanism that may be easily and inexpensively manufactured and assembled, capable of easy and quick adjustment, as circumstances may require and not likely to get out of order in use. v

A further object is to provide a mechanism of the last above mentioned character adapted to permit reversal of the engines without disarranging the feed mechanism.

Other objects will be in part obvious and in part hereinafter pointed out in connection with the accompanying sheets of drawings illustrating one of various possible embodiments of the present invention and in the several views ofwhich corresponding parts are indicated by similar reference characters. I

In these drawings, Figure 1 is an elevational view, partly in section, showing such parts of the feed mechanism and cooperating elements as are necessary to fully understandthe same.

Figure 2 is a side elevational view, partly in section, of the mechanism shown in Figure 1. I

Figure 3 is a detail sectionalview of the clutch mechanism for permitting a reversal of the engine when of a certain type,

Figure 1 is an elevational view taken atright angles to Figure 3.

. Figures 5, G and 4 are sectional views taken substantially on the lines AA, BB,

and CO respectively of Figure 3.

Figure 8 is an elevational view of the outer. sleeve or hollow cam shaft. f

I Figure 9 is an elevational view of the inner shaft with transverse sections incorporated therewith.

Figure 10 is an elevational view ofthe parts shown in Figures 8 and 9 with ad justing sleeve shown in section.- I

Figure 11 is a sectional view taken on the line, HG, Figure 8.

' Figures 12, 13 and 14 are sectional views taken on the lines AA, BB and CC of Figure "10.

Figures 15 and 16 are detailed views of the combined cams with rollers actuated thereby.

Figure 17 is an elevational view of the main parts of the sleeve shown in the left parts.

. Figures 19 and 20 are sectional views taken on the lines MM and NN, Figure 18.

Figure 21 is a view of the sleeve as- I sembled, and,

Figure 22 is an end View of the parts shown in Figure 21.

Referring now to' the drawings in detail and more particularly to -Figures 1 and 2 wherein is shown the general application of the fuel feed mechanism to a Diesel engine, 1 indicates the main frame provided with a crank shaft or eccentric shaft '2 which in turn drives pump plungers 3 through connecting rods 4:. The

control shaft shown more particularly in Figures 8, 9 and 10 and which will hereinafter be described more in detail may be operated in either direction of rotation.

and it is desirable that it be rotated so that the driven or inner shaft cams, Figure 9, lifts the rollers.

This takes practically all of the load off of the sliding sleeve shown in Figures 17 and 22 thereby making the throttle easier to operate and causing less wear on the splines. i

For this reason it is desirable for certain reversing types of' engines to have two drives toeach shaft so arranged that the shaft will always run in one direction.

irrespective of the direction of rotation.

A desirable arrangement for accomplishing this object is accordingly illustrated in Figures 1 and 2 and the main pump crank shaft 2 is provided at each end with pinions or beveled gears 5 and 5 meshing respectively with gears 6 and 6 mounted on the lower ends of shafts 7 and 7.

Each of these shafts is provided with automatic clutches contained within housiiws 8 and 8 shown in detail in Fi ure h #3 7 and 7" will reverse but one of them will always turn ina clockwise direction.

In other words, the clutches 8 and 8 are designed to engage only when their driving shafts 7 turn one way, therefore, only one clutch will be engaged at one time and the control shaft will be driven in one direction and one pair of gears 9 and 10 or 9 and 10' will always be running idle.

Clutches 8 and 9 are also adapted'to change the timing as necessaryyfor the different directions of rotation. These, however, will be described in detail below.

Pinions 10 and 10, it should be noted, are attached -to the inner control shaft shown in Figure 9. At 11 on the frame of the engine is indicated a housing carrying certain parts of gearing and which acts as a reservoir for holding lubricating oil.

As previously stated, the plunger 3 is I stem guide 21 screws into fuel block 22 and holds the valve seat in place. The suction supply oil comes into the pump through port 23. The suction valve 18, normally held by spring 20, is pushed off its seat by means of a cam 24 acting througha cam roller 25 mounted upon a roller pin 26 at the lower end of a rocker arm 27 pivotally mounted at 28 on lugs 32, which rocker arm carries at its opposite end a tappet screw 29. The cam is herein shown to turn in an anticlockwise"direction thereby to lift the valve 18 off its seat 19 when the point 30 of the cam 24 engages the roller 25 and will allow the valve to again seat when it has turned through 270 or when the point 31 is under the roller 25.

As herein shown the cam withthe sliding sleeve is set for full power. If, however, the throttle were closed, the camwould have the profile shown by the dotted line and the valve would close only at point 30 at which point it would immediately reopen.

Fuel oil being pumped enters at port 23, passes through the suction valve 18 to the pnmpchamber 13, thence through the discharge valve "14 and out through the port 17 to the spray valve and the measuring of this fuel oil is attained by varying the point of closure of the suction valve thus allowing some of the oil to flow back to the suction before closing the suction valve. All

this is accomplished by varying the cam are as hereinafter set forth. The cam is shown properly timed, that is, the point 30 should be in contact with the cam roller when the plunger is at its upper dead center; but, as the plunger starts on its downward stroke the cam opens the valve, thus at the position shownthe plunger has made its suction stroke and is at its bottom dead center readyto make its discharge stroke. Inthis particular position of the throttle the plunger will travel up on its discharge stroke half way until the cam has turned the point 31.

Up to this point the suction valve has been held openbut at this point it closes whereby the last half of the stroke displaces over through the discharge valve to the spray valve port 17 Referring now to the clutches '8 or 8', Figure 1, and shown in detail in Figure 3 the shaft 7 is enlarged at its upper end and has a thread 35 turned on it. This thread screws into a clutch jaw 36 which is free to slide up until surface 37 engages the enlarged shaft face '38. When it reaches that point it will be forced to turn with the shaft 7. Its travel downwardly is limited by a =collar40 which coaets with face 41. As indicated at 42 is seen a friction shoe adjustableto any degree of pressure by means i of screw 43 to have slightly more frictional resistance than the screw thread 35. the jaw 36 will be held from rotating until the face 41moves up against the face 38 or downwardly againstcollar 40. When in the lower position the jaw 36 will rotate idly with the shaft 7 but whenin the up per position it will engage with jaw 44 driving it therewith. This jaw 44 in turn drives shaft through spline 46. Normally, the jaw 44 runs with its face 46 against face 47 beingheld downby a spring 48. This spring 48 is held down by a threaded collar 50. The purpose of this spring is to allow the jaw 44 to move'upwardly clear of the jaw 36, if the latter should move upward when the jaw points 51 and 52 would engage. If for any reasons the clutches fail to disengage the two jaws would act *as a ratchet if one shaft wasbeing driven by the other. Should this occur jaw 44 wouldmove up and then after jaw "36 started rotating with its shaft the jaw '44 would follow down at jaw 36. As

thereis only one driving face on each jaw.

the shaft can be driven at only one relative timing position.

The sleeve 8 encloses the entire clutch and lubrication is provided for the leak ofoil which passes down through bearing 53 around shaft 45 from the case 11 in Figures '1 and 2. Thus the clutch will alwaysbe filled with lubricating oil.

Coming now to the basic part of the control mechanism for supplying fuel to the engine, reference is made particularly to Figures 8, 9and 10 and the various sectional views associated therewith. This mechanism includes an inner shaft 55 shown in Figure 9 enclosed by an outer shaft or sleeve '56 shown in Figure 8. Both of these shafts are provided with a plurality of cams dependin'g'upon the number of cylinders to be fed as indicated in Figure 2. These cams when the shafts are assembled as shown in Figure 10 lie side by side. The outer shaft 5 6 is capable of being moved part way around the inner shaft 55. The relative position of one to the other is covered by a sliding sleeve 56 shown more'in detail in Figures 17 to 22, inclusive. By shifting this sleeve 56 by operating means 57 shown in Figure 1, the outer calnsleeve is moved around the inner cam shaft thus causing the combined arcs of the two cams side by side to change as desired.

The cams on the inner shaft are indicated Thus at 58 and the'cams on theouter shaft at '60,

a side position'bcing indicated moreclearly in Figure'10 and in section in Figure 12. Referring to Figure'12, it is seen that the arc of the inner shaft cam is in this par ticular design about 185 whilethe outer shaftcam has an arc of approximately 270. Thus when'the shafts are moved relative to one another by shifting the sleeve 56, one cam moves inrelation to the other.- As the shaft rotates in the direction of the arc, Figure 12, the cam roller 25, Figure 2 is lifted by the point 61 of the inner cam 58 and the roller is carried to point 62 by this cam and from this point 62 iscarried to the closing'point by the outer cam 60. The shifting of load from the inner to the outer cam is provided for by using a cam roller of double cam width asshown in Figure'l5r This shows thecam roller 25 being carried by the inner cam 58 and whenthis cam turns so that the roller is at the point 62, Figure 12, the cam load will be automatically shifted to the outer'cam 60 and will be carried by the other side of' the roller 25 as shown in Figure 16. The inner shaft is timed to the pump so that the point of lifting of the roller is constant but the point of closure may be varied at will by shifting the sliding sleeve 56. 'lVhen the sliding sleeve is at one extreme of its travel the cams will be in the position shown in Figure 12and will allow the roller 25 tovfall at the point 61 which is the opening point- Thus the roller should be lifted at all angles except the point 61'. hen the sliding sleeve. is at the other extreme of its travel the'c'ams will'be in the position shown by the dotted-lines from point 62 topoint 63. This will allowthe roller 25 to fall at the point 63. Thus the valve 18 is controlled by thecombined cams and with open throttle. will beclosed from the point-62 to the point 63. in this case 90.. Intermediate positions of the sliding sleeves will make corresponding intermediate closing points between'points 63 and 62.

This shaft as shown is designed to vary the valve opening from 270 of arc to 360, of arc but any further range may be used.

It should also be noted that this design allows a constant pointof lift and. a constant amount-of lift with variable point of closing thereby fulfilling the ideal sought in fuel measuring pumps where it is desired to open the suction valve positivelv at the beginning of the suction stroke, hold it open throughout such stroke 180 and in most cases continue holding the valve'open for the first half of the discharge stroke of- 90 varying thepoint of closure'between 270 and 360 at will for different powers while the engine is running. 1

If desired, as above set forth, the designcan be so made as to vary this point of closure from 180 to 360 those' at full powers using the whole 'of the discharge stroke for effective travel.

The outer shaft 56 for purposes of assembly is preferably made in two pieces screwed together at one diameter 64, as shown more clearly in section HG, Figure 11. WVhent-heslots 65for the inner cam are. milled the two original pieces of the shaft 56 will be cut in two at Various points depending on the angles ofcams desired but the various sections are always connected to one another by cam sections 66 V which act as bridges.

Referring-now to the sliding sleeve construction 56 shown in Figuresl'? to 22, in,- clusive, the outer shaft 56 is provided with splines 67 on it at the sleeve end extending parallel to the axis of the shaft butthe inner shaft shown at Figure 9 is provided which grooves 73 and 74: are provided for co-acting respectively with and 67 a 4 It will thus be seen that when the sleeve is shifted axially, the inner shaft 55 must be oscillated within the outer shaft 56 thereby causing the cams which are integral parts thereof to move relatively to each otheras above described for the purpose of varying the time element involved in the opening and closing of the suction valve. 7 I

.Mounted upon the part 71 of the sleeve is a-thrustbearing' 75 which cooperates with the yoke 57 as shown in Figure 1. 5

It will thus be seen that the present invention provides a 'most. reliable and efiithe splines 68 cient mechanism for controlling the opening and, closing of the suction valve. The partsare of simple and practical constructionand well adapted toovercome the obiections heretofore experienced in Diesel engines provided withstandard forms of controlv This is accomplished by'reason of the fact that the a suction. is not restricted through any part of the suction stroke, because, as above set forth, the cam opens the suction valve at the beginning of the suction stroke irrespective of where the throttle (sliding sleeve) is set. g

A constant lift is always provided for the suction valve regardless of thethrottle position. There is no grouping of'suction valves under one tappet control. Each one is individually controlled. This allows each easily as vone', it simply being necessary to make the angle between suction valve control cams correspond to theangle between the working cranks of the cylinders to be supplied.

The time fuel pump has heretofore been impracticable for multicylindered engines; because with standard forms of control, each plunger should require a separate control linkage driven from some reciprocating part. With this type of control one shaft drives the control shaft irrespective of the number of cylinders in the pump. The perfectly timed fuel pump, whichthis control makes practicable, will make the use of pilot oil ports in spray valves practicable. Attempts made heretofore to use pilot oil ports in spray valves of multi-cylindered engines, fitted with group controlled fuel measuring pumps, having been failures.

ith the cam shaft control as proposed herein, the cam shaft will be timed to the crank shaft of the pump when the pump is erected. The gears can then be marked. W'ith gears properly meshed, the only adj ustment necessary is to set the tappet clearance. To set the tappet clearance the pump can be jacked to any point where the cam roller is off the cam. This requires no tram miJig for precise positions; and as tappet clearances are constant at all throttle positions, it is a simple matter to get the clearances uniform.

Due to the fact that only one cylinder spray valve will be fueled at one time, with a timed fuel pump, governor action will be much improved because there will not be a group of cylinders fueled at any time the governor functions.

With the standard reciprocating control, where grouping is necessary for practicability, governor action is very ineffective because a group of cylinders may have bee-n fueled just before the governor functions. The effect of this on the governor action is obvious.

It will thus be seen that the present i11- vention is well adapted to accomplish, among others, all of the. objects and advantages herein set forth.

Vhat I claim is 1; In a fuel feed pump of the character described, in combination, a suction valve through which fuel oil is adapted to be passed and a rotating meansadapted tovary the point of closing of said suction valve without affecting the amount of lift thereof.

2.. In a fuel feed pump of the character described, in combination, a suction valve through which fuel oil is adapted to be passed and a rotating means adapted to vary the point of closing of said suction valve Without affecting the point of opening or amount of lift thereof.

3. In a fuel feed pump of the character described, in combination, a suction valve.

through which fuel oil is adapted to be passed, rotating means adapted to actuate said suction valve, said rotating means including a shaft and sleeve, each provided with. cooperating cams.

a. In a fuel feed pump of the character described, in combination, a suction valve through which fuel oil is adapted to be passed, a rotating cam means adapted to actuate said suction valve, said rotating means including a shaft and sleeve, each provided with cooperating cams andmeans for moving said cams relative to each other. 5. In a fuel feed pump of the character described, in combination, a suction valve through which fuel oil is adapted to be passed, a rotating cam means adapted to actuate said suction valve, said rotating means including a shaft and sleeve, each provided with cooperating cams and means for moving said cams relative to each other thereby to control the period through which said suction valve is opened and closed.

6. In a fuel feed pump of the character described, in combination, plunger means for forcing fuel oil to a cylinder, a shaft for driving said plunger means, a suction valve leading to the plunger chamber, and rota-ting means driven from said first mentioned shaft for actuating said suction valve in proper timed relation to the reciprocations of said plunger without affecting the lift of said valve.

7. In a fuel feed pump of the character described, in combination, plunger means for forcing fuel oil to a cylinder, a shaft for driving said plungermeans, a suction valve leading to the plunger chamber, rotating means including inner and outer cam shafts drivenfrom said first mentioned shaft for actuating said suction valve in proper timed relation to the reciprocations of said plunger and means for varying the timed relation of the outer cam shaft without changing the synchronous timing existing between the inner cam shaft and the shaft which drives the. plunger means,

8. In a fuel feed pump of the character described, in combination, .a plunger for forcingvsaid fuel oil to the cylinder, a shaft for driving said plunger, a suction valve leading to the plunger chamber and rotating means driven from said first mentioned shaft for actuating said suction valve in proper timed relation to the reciprocations of said plunger, said rotating means including a shaft andsleeve and cooperating cams on said parts.

9. In a fuel feed pump of the character described, in combination, a plunger for forcing said fuel oil to the cylinder, a shaft for driving said plunger, a suction valve leading to the phmger chamber and rotating means driven'from said first mentioned shaft for actuating said suction valve in proper timed relation to the reciprocations of said plunger, said rotating means including a shaft and sleeve, and relatively movable cooperating cams on said parts and means for turning said cams relative to each other thereby to regulate the period through which said suction valve is actuated.

10. In a fuel feed pump of the character described, in combination, a plunger for forcing said fuel oil to the cylinder, a shaft for driving said plunger, a suction valve leading to the plunger chamber and rotating means driven from said first mentioned shaft for actuating said suction valve in proper relation to the reciprocations of said plunger, said rotating means including a shaft and sleeve, cooperating cams on said parts, means for turning said cams relative to each other thereby to regulate the period through which said suction valve is open, and means cooperating with said sleeve and shaft for positively turning the same relative to each other.

11. In a fuel feed pump of the character described, in combination, a plunger for feeding fuel oil to a cylinder, a suction valve, means for reciprocating said plunger and opening and closing said valve including a drive shaft, a rotating member including a shaft and sleeve for actuating said valve, said shaft and sleeve being provided with cooperating cams, a rocker arm cooperating with said valve, said cams being placed side by side thereby to cooperate with said rocker arm, and means for turning said cams relative to each other thereby to vary the time of closing said suction valve. 12. In a fuel feed pump of the character described, in combination, a plurality of plungers for feeding fuel oil to the respective cylinders, a suction valve, means for positively controlling the time through which said suction valve is actuated including a rotatable member, a plurality of said cams on said rotatable member, means for setting said cams in accordance with the suction valves they are adapted to actuate and means for adjusting 'saidcams relative to each other thereby to control the period through which said valves are closed.

13. In a fuel feed pump ofthe character described, in combination, a plurality of force feed plungers forjfuel oil, a suction valve associated with each plunger and positive means for opening said suction valve at intervals to supply fuel oil to said plunger, said means including a rotatable shaft and concentric sleeve, cams arranged in pairs, one on said sleeve and the other on said shaft, and means for turning said sleeve and shaft relative to each other thereby to position said cams to set the time during which said suction valve is maintained open or closed. i

14. In a fuel feed pump of the character described, in combination, a plurality of plungers adapted to feed fuel under pressure, a suction valve associated with each plunger, rotating means including a rocker arm and tappet foractuating said suction valve periodically, means for actuating said rotating means, and clutch mechanism associated therewith adapted to maintain a uniform direction of drive of said rotating means regardless of the direction of drive of the engine to be fed.

15. In a fuel feed pump of the character described, in combination, a plurality of plungers adapted to feed fuel oil under pressure to a plurality of cylinders, a suction valve associated with each plunger, ro-

tating means including a plurality of relatively adjustable cams in pairs, a rocker arm associated with each pair of cams for each suction valve, means for actuating said plunger and rotating cams, and a'clutch mechanism associated with the driving means whereby said cams are always rotated in the same direction regardless of the direction of drive of the engine to be supplied.

16. In a fuel feed pump of the character described, in combination, a plurality of plungers adapted to feed fuel oil under pressure to a plurality of cylinders,'a suction valve associated with each plunger, rotating means including a plurality of relatively adjustable cams in pairs, a rocker arm associated with each pair of cams for each suction valve, means for actuating said plunger and rotating said rotating means and cams, and a clutch mechanism associated with the driving means whereby said cams are always rotated in the same direction regardless of the direction of drive of the engine to be supplied; and means associated with said rotating means for adjusting the cams relative to each other thereby to vary the period of time through which said suction valve is maintained closed.

17. In a fuel feed pump of the character described, in combination, a plurality of plungers adapted to feed fuel oil under pressure to a plurality of cylinders, a suction valve associated with each plunger, rotating means including a plurality of relatively adjustable cams, a rocker arm associated with each pair of cams for. each suction valve, means for actuating said plunger and rotating said rotating means and cams and clutch mechanism associated with the driving means whereby said cams are always rotated in the same direction regardless of the direction of the drive of the engine to be supplied; and means associated with said rotating means for adjusting the cams rela tive to each other thereby to vary the period of time through which said suction valve is maintained closed, said rotating means being immersed inan oil bath.

a 18. In a fuel feed'pump of the character described, in combination, a driving shaft, plungers operated thereby for positively feeding fuel under pressure to a corresponding number of cylinders, a suction valve associated with each plunger, tappets for said valves, rotating means for actuating said tappets, a receptacle adapted to provide an oil bath for said rotating means and tappets, said rotating means including a plurality of pairs of relatively adjustable cams, one pair for each tappet, means for adjusting said cams relative to each other in said oil bath, clutch mechanism between the drive shaft and the rotating means for insuring a uniform direction of rotation of said rotating means regardless of the direction of rotation of the driving shaft.

19. In a fuel feed pump of the character described, in combination, a driving shaft, plunger-s operated thereby for positively feeding fuel under pressure to a corresponding number of cylinders, a suction valve associated with each plunger, tappets for said valves, rotating means for actuating said tappets, a receptacle adapted to provide an oil bath for said rotating means and tappets, said rotating means including a plurality of pairs of relatively adjustable cams, one pair for each tappet, means for adjusting said cams relative to each other in said oil bath, clutch mechanism between the drive shaft and the rotating means for insuring a uniform direction of rotation of said r0- tating means regardless of the direction of rotation of the driving shaft, said clutch mechanism being of the ratchet type thereby to insure a disengagement of one clutch and an engagement of the other as reversal to the direction of rotation of the type shaft is made.

20. In a fuel feed pump of the character described, in combination, a driving shaft, plungers operated thereby for positively feeding fuel under pressure to a corresponding number of cylinders, a suction valve associated with each plunger, tappets for said valves, rotating means for actuating said tappets, a receptacle adapted to provide an oil bath for said rotating means and tappets, said rotating means including a plurality of pairs of relatively adjustable cams, one pair for each tappet, means for adjusting said cams relative to each other in said oil bath, clutch mechanism between the drive shaft and the rotatingmeans for insuring a uniform direction of rotation of said rotating means regardless of the direction of rotation of the driving shaft, said clutch mechanism being of the ratchet type thereby to insure a disengagement of one clutch and an engagement of the other as reversal to the direction of rotation of the type shaft is made, said clutch mechanism being positioned below said oil bath and lubricated therefrom.

21.. The combination with a fuel feed valve control mechanism of the character described two relatively movable cooperating cams whereby the time of closing the suction val've may be varied at will without varying the time of opening of said valve.

22-. The combination with a fuel feed valve control mechanism of the character described two relatively movable cooperating cams whereby the time of closing the suction valve may be varied at will without varying the time of opening of said valve and means associated therewith whereby the time of closing can be varied at will without varying the amount of lift given the valve.

Signed at Washington, District of Columbia, this 6th day of May, 1924.

JOHN E. CANOOSE. 

